System for measuring the damping coefficient of vehicle-mounted shock absorbers

Abstract: The present invention relates to a device for measuring the damping coefficient that characterizes the shock-absorbing system mounted on a vehicle by comparing the force applied by a platform, which is vertically movable with a suitable amplitude and at a variable frequency and on which one wheel of a vehicle rests, and the applied vibration. The damping coefficient is obtained as a function of the derivative, with respect to the frequency, of the relative phase function between the force transferred to the platform and the movement of the platform.

Description: Devices for measuring the degree of efficiency of motor vehicle suspensions without having to remove the shock absorber from the vehicle are well-known in the art. Several different principles are used for this purpose. For example, the principle of making a vehicle-supporting platform oscillate at variable speeds and of measuring the force transferred to the ground by the suspension is used. If the minimum contact force between the platform and the wheel is obtained in a test in which the oscillation frequency is changed, and if this value is correlated with the static force (weight) of the vehicle, one obtains a value that according to the EUSAMA (European Shock Absorber Manufacturer Association), publication TS0276, is representative of the roadholding of the vehicle and of the state of the suspension. This has been assuredly proved and used on commercially available devices, but the read value depends not only on the state of the shock absorber, which is a mechanical element that is specifically meant to reduce the oscillations of the vehicle and to ensure traveling comfort and safety, but also on constructive qualities that characterize the suspension, such as the ratio between suspended masses and non-suspended masses, the type of tire, the inflation pressure, and the suspension type. Dependency on numerous parameters in practice prevents the above defined value from being adequately representative of the state of the shock absorber in itself and therefore prevents this value from being interpreted unequivocally if one seeks to give a certain indication of the need to replace the shock absorber. Similar problems have been found in many other commercially available shock-absorber testing machines, where dependency of the measurement on many physical parameters of the suspension leads to the need to interpret the data obtained from the measurement instrument by using tables that are compiled for each individual vehicle. This of course leads to approximations and to wide margins of error, due to the intrinsic difficulty in keeping the tables updated. Furthermore, if one considers the common habit of some vehicle manufacturers of fitting different shock absorbers on manufactured cars belonging to the same model depending on the market on which they are to be sold, it is evident that such a comparison method based on tables is scarcely reliable. FR-A-2 354 553 discloses a device for measuring the damping of a motor vehicle suspension comprising: a platform that can vibrate with a fixed amplitude and a variable frequency; a force sensor that can detect, at any time, the forces that act on the platform; a motion detecting means adapted to detect the instantaneous movement of the platform; and multiplying means receiving in input the output of the force sensor and of the motion detecting means and adapted to extract the parallel component of the force with respect to the movement, a scalar product of the parallel components of the force and the motion being determined. US-A-3 902 352 discloses a device for checking the efficiency of shock absorbers on vehicles. The relative phase between the force and the movement are used to determine a damping coefficient of the shock absorbers. The present invention relates to a method for testing the shock absorber while it is mounted on a vehicle so as to unequivocally determine the properties of said shock absorber in order to allow to easily inspect the correct operation of said shock absorber. The system described hereinafter in fact seeks to measure, as accurately as possible, a parameter which is correlated with the damping of the suspension. A vehicle can be likened, in practice, to an elastic system with several degrees of freedom, as extensively described for example in the book by Giancarlo Genta: "Meccanica dell'autoveicolo" (Levrotto e Bella, Turin). Accordingly, there is a very large number of ways in which the vehicle can vibrate when subjected to oscillations. Since the elastic system is very complex, it is not practically possible to create a mathematical model that accurately simulates the behavior of the vehicle. Theory (for example "Dinamica e vibrazioni delle macchine", Giorgio Diana, Spiegel) however allows to deduce that the motion can be described as the sum of n systems with one degree of freedom that can be studied separately; each system expresses one of the n ways of vibrating. In particular, in the case of resonances the contribution of the corresponding way of vibrating is essential. It is furthermore known in general that any structure, when energized with a sinusoidal vibration, reacts by producing in response, in any point of its body, a sinusoidal wave whose frequency is equal to that of the applied vibration but whose amplitude and phase are different. The relationship between energization and response is correlated with the dynamic properties of the structure. The response can be viewed as the sum of two rotating vectors whose directions are respectively identical and perpendicular to the direction of the applied vibration. The vector whose direction is the same as that of the applied vibration is referenced as "real component" and is representative of phenomena that are correlated with masses and elasticities of springs, whereas the perpendicular vector, referenced as "imaginary component", is closely correlated with the existence of damping. The present invention relates to a device as defined in claim 1 for measuring the efficiency of shock absorbers by measuring and processing the real and imaginary components of the response of the vibrating system constituted by the vehicle. The invention is explained hereinafter by reference to the drawings wherein: Fig. 1 diagrammatically shows in elevational view a device according to the invention while acting on a wheel of a motor vehicle and thereby on the suspension. Fig. 2 shows the arrangement of motion transducers for detecting the movement of the cam of Fig. 1. Fig. 3 is a block diagram of the circuit for determining and displaying the characteristics of the motor vehicle suspension from the response of the suspension system to a sinusoidal mechanical input. In particular, it is possible to measure the above-mentioned real and imaginary components by using (Fig. 1) a platform (1) that vibrates with a fixed amplitude of +/- 3 mm, for example, measuring the force transferred onto said platform by the wheel. The force is detected by the appropriate transducer (2), which is located between the platform and the energizing cam (3). The cam is driven by a motor (4) which is kept in motion by a flywheel (5) during deceleration. By means of a motion transducer (6) connected to the moving cam it is possible to obtain a signal that is proportional to the vibration generated by the moving platform. The signal (8) of said transducer is sinusoidal and reflects the movement of the platform. A second transducer (7) allows to obtain a signal (9) that is identical to the first one but is phase shifted by 90°. These two reference signals, correlated with the vibration source, can be obtained in several other ways, for example by means of an alternator or with a digital system by processing signals detected by an encoder. Several applications of this type are reported in the theory of wattmeter filters used for example in balancing machines. For example, Italian patent 749713 or US patent 4298948 are referenced. A signal (10) that is proportional to the force transferred to the platform originates from the force transducer (2). The circuit of figure 3 schematically shows the device for separating the real and imaginary components of the signal. The signal (10) is multiplied in the multipliers (11) and (12) with the sine and cosine values (8-9) that originate from the transducers (6) and (7). The result of the multiplication is averaged, by low-pass filtering means 17, so as to obtain the DC content of said results. These new signals (13) and (14) represent the real (or parallel) and imaginary (or perpendicular) components of the response of the mechanical system to the sinusoidal energization. The signals 13 and 14 are sent to calculating means 15 for further processing. A frequency signal, advantageously from transducer 6, is also sent to the calculating means 15, which is preferably an electronic computer. The calculating means are furthermore provided with a visual display 16. The theory of this type of application can be obtained from the above mentioned patents. The two components, the real one and the imaginary one, can vary according to the energization frequency and represent the response of the system in the range of the energization frequency. It is possible to extract from this response, and from the energization frequency, indications that are sufficient to determine the efficiency of the suspension and particularly the characteristics of the shock absorber. Once the real and imaginary components of the force as a function of frequency have been obtained, it is possible to accurately extract the resonance frequency at which the real component cancels out; in order to obtain this result it is sufficient to process all the measurements in a computer 15, which then determines the resonance frequency by examining the amplitude and sign of the real component, so as to determine the frequency at which this component cancels out. The following function can then be easily obtained by the calculating means 15, by means of a computer program stored in the computer 15: Φ(Ω)=artg imaginary component real component which indicates the relative phase Φ between the forces and the movement as a function of the frequency Ω. The following value at system resonance can be easily obtained from the above function: δΦ δΩ = A At specific values of the frequency Ω, correspondent values of the phase Φ are obtained. The derivative of the two values is obtained as the gradient of a line that intersects a plurality of values of Φ in the proximity of the resonant frequency W 0 of the system. This value, which is the derivative (δΦ/δΩ) of the relative phase (Φ) between the force and the movement with respect to the frequency (Ω) in the vicinity of a mechanical resonance (W 0 ) of the system, is highly significant, since it fully represents the damping of the suspension. When the system vibrates in resonant conditions and the contribution of non-resonant modes is negligible, it behaves as if it had a single degree of freedom. In these conditions, the equation of motion of the system is: m · dx 2 /dt 2 + r · dx/dt + k · x = F 0 ·e iΩt where: t = time; x = displacement of the system; m = effective mass of the system; r = damping constant; k = rigidity constant; F 0 = applied vibration; Ω = applied pulse; r c = critical damping = 2 mw 0 , where w 0 is the resonant frequency. The solution of the above equation can be written in the following form: x = x 0 ·e iΩt By replacing this expression in the equation of motion one obtains: x 0 = F 0 k - Ω 2 · m + i·Ω·r = F 0 ·(k-Ω 2 ·m) - i·Ω·r (k - Ω 2 ·m) 2 + (Ω·r) 2 The transfer function, which can be obtained from expression (1), is defined by a modulus that is given by the ratio between the response x 0 of the system and the force F 0 and by a phase Φ. The phase Φ is given by: tgΦ = -Ω·r k - Ω 2 · m from which one obtains: Φ = arctg -Ω·r k - Ω 2 · m = arctg α The derivative of Φ with respect to Ω is: δΦ δΩ = δarctg α δα · δα δΩ = 1 1 + α 2 · δα δΩ and from which: When the system is in resonant conditions, it behaves as if it had a single degree of freedom and its proper pulse W 0 coincides with the pulse of the applied vibration n, so that: δΦ δΩ = -2w 0 2 ·m·r (w 0 ·r) 2 = -2·m r = -1 r 2 · m · w o w 0 = -1 r r c · w 0 where r c is equal to 2mW 0 , that is the critical damping value. Therefore, once the proper pulse W 0 and the tangent of the phase Φ at said pulse W 0 are known, it is possible to obtain the value of the damping coefficient h = r/r c , since: δΦ δΩ = 1 r r c · w 0 from which: h = r r c = 1 δΦ δΩ · w 0 The value of the damping coefficient h thus obtained by means of a simple computer program, stored in the calculating means 15, is shown on a screen or display 16. The value obtained has considerable advantages with respect to other known measurements methods performed to determine the degree of efficiency of vehicle suspensions. This nondimensional value in fact completely and unequivocally represents the damping ability of the suspension and allows to qualify the manner in which a vehicle is damped. In other words, the datum thus obtained is suitable for being used as a comparison value even for different vehicles. In particular, for soft suspensions the coefficient is always in the range of 0.2-0.3; for more rigid vehicles, it is 0.4, etcetera. Furthermore, if one observes that: h = r r c = r 2m·w 0 = 1 δΦ δΩ · w 0 one obtains: r = 2m · 1 δΦ δΩ Since the damping constant r thus obtained is a function exclusively of the vibrating mass, not of the constant of the spring constituted by the tire, it is possible to obtain a coefficient that is linked to the shock absorber and to the mass of the suspension, not to the pressure of the tire. This is particularly useful, since it avoids one of the most important drawbacks of roadholding measurement systems, where the influence of tire pressure is considerable. Another useful method for using the results of the test is as follows: if the real 13 and imaginary 14 components of the force as a function of the frequency are known, and assuming that the system has a single degree of freedom (as described above), it is possible to determine the values of the coefficients m, r, and k of equation (1), which represents the way in which the system vibrates. It is in fact sufficient to solve a system of equations (1) with m, r, and k as the unknowns, where Ω, F 0 , and x, obtained in two or more measurements performed at different frequencies, are introduced as known constants. This method completely identifies the vibrating system with a single degree of freedom that best simulates the vehicle close to resonance. Inspection of the characteristics of this vibrating system allows to obtain useful information on the efficiency of the suspension from the point of view of damping as well as from the point of view of the other characteristic parameters. Where technical features mentioned in any claim are followed by reference signs, those reference signs have been included for the sole purpose of increasing the intelligibility of the claims and accordingly such reference signs do not have any limiting effect on the scope of each element identified by way of example by such reference signs.

Claims: Device for measuring the damping of a vehicle suspension, comprising: a platform (1) that can vibrate with a fixed amplitude and a variable frequency, a force sensor (2) that can detect, at any time, the forces that act on the platform, motion detecting means (6,7) adapted to detect the instantaneous movement of the platform (1), multiplying means (11,12) receiving in input the output of said force sensor (2) and of said motion detecting means (6,7) and adapted to extract the parallel component (13) and the perpendicular component (14) of the force (10) with respect to the movement as a function of the frequency, and calculating means (15) for extracting the derivative (δΦ/δΩ) of the relative phase (Φ) between the force and the movement with respect to the frequency (Ω) in the vicinity of a mechanical resonance (W 0 ) of the system. Device according to claim 1, characterized in that said calculating means (15) are adapted to calculate a damping coefficient (h) by taking the inverse of the product of the derivative (δΦ/δΩ) of the relative phase between resonant motion and force with respect to the frequency and the resonance frequency (W 0 ). Device according to claim 1, characterized in that said calculating means (15) are adapted to calculate a value proportional to a damping constant (r) by taking the inverse of the derivative (δΦ/δΩ) of the relative phase between resonant motion and force with respect to the frequency. Device according to any of the preceding claims, characterized in that said derivative (δΦ/δΩ) is obtained as an average of multiple measurements of said relative phase (Φ) calculated in a frequency range (Ω) close to the resonance frequency (W 0 ). Device according to any of the preceding claims, characterized in that it comprises display means (16) adapted to display said calculated values. Device according to claim 1, characterized in that said motion detecting means comprise a first transducer (6) adapted to detect a first signal proportional to the vibration generated by said platform (1), and a second transducer (7) adapted to detect a second signal which is identical to said first signal but is phase shifted by 90°. Device according to claim 6, characterized in that said multiplying means comprise a first multiplier (11) receiving in input the output of said force sensor (2) and of said first transducer (6) and a second multiplier (12) receiving in input the output of said force sensor (2) and of said second transducer.

Inventors: BUZZI CARLO, BUZZI, CARLO
Applicants: BUZZI CARLO, BUZZI, CARLO
Application year: 1994
Main classification: G01M17
IPC codes: G01M17